Valve for trapping equalizing-reservoir air independent brake-valves.



W. C. WEBSTER.

VALVE FOR TRAPPING EQIUALIZING RESERVOIR AIR INDEPENDENT OF BRAKEVALVES. APPLlcAHoN FILED MAY-28.191'5.

1,244,805; Patented Oct. 30, 1917-.

3 SHEETSASHEET LA l N y X w. c. WEBSTER. y VALVE FOR TRAPPING EQUALIZINGRESERVOIR AIR INDEPENDENT 0F BRAKE VALVES.

APPLICATION FILED MAYZB. i915. 1,244,805. Patented oet. 30.1917.

.Ha/:hwg Servais@ @cor/CZ [infine y j@ Q7 n k W. C. WEBSTER. VALVE FORTHAPPING EQUALIZVNG REsERvolR AIR INDEPENDENT 0F BRAKE VALVES.

APPLICATION FILED MAY 28. 1915. 1,244,805. Patented oet. 30,1917.

3 SHEETS-SHEET 3.'.

UNITED STATES PATENT OFFICE WILLIS c. WEBSTER, OP DUBOIS, PENNSYLVANIA,AssIGNOn 'ro BUFFALO AIRfPRAKE COMPANY, OE BUFFALO, NEW YORK, ACORPORATION OE ARIZONA. f

VALVE EOE TEAPPING EQUALIzING-EESEEVOIR, AIE INDEPENDENPOE BRAKE# c,

v VALVES. Y ,Y

To all whom t may concern: y c 1 Be it known that I, WILLIS C. WEBSTER,a citizen vof the United States, residingl at Dubois, in the county ofVClearfield c and State of Pennsylvania, have invented certain new anduseful Improvements in Valves for Trapping Equalizing-Reservoir AirInncation with what is commonly known as chamber D ofthe brake valve andthe train line pressure is maintained at the same pressure as that inthe equalizi'ng reservoir. In

copending application, filed by me May 2S, 1914,'Serial No. 841,657, Ihave set forth in detail, the 'construction of a brake valve and kindredmechanisms in which the equaliziiigreservoir, during 'running serviceposition of the brake valve, is not only in communication with chamber Dofthe brake valve, but also with a controlling chamber in a feed valve,which valve governs the flow of air to the train line. It will be clearthat such being the case, an increase in'pressure above or decrease inpressure below the reduced pressure in thel equalizing reservoir, duringruiming service position of the valve, would resultin the feeding of airunder too great or too little pressure to the train line.

and that, as a result, the brakes might be released, or in the latterinstance, the recharging of the train line to normal pressure would beunduly retarded upon movement of the brake valveto release position.

The `primary objecty ofk my invention consists in the provision of aseparate and 1ndependent valve whiclnin running serviceL position .Ofthe brake valve, absolutely shuts Off communication between theequalizing reservoir D af the Prata valve i ,a Specication of LettersPatent.

,rious defect. A

In other words, one of the primary objects of my invention consists inthe provision of Patented oct. 30,1917. A Appiiation filed May as, 1915.serial No. 31,028,V r` l meansfor preventing an increaseofpressureinfth'e equalizing reservoir, when the brake valve `lis in.running yservice position, due to thepossibilityof leakage of mainreservoir pressure fromabove the rotary valve to chamber D and to the Yrequalizing reservoir, such leaks commonly occurring, due to poorlyittlng rotary valves or leaky lgaskets. "By this means,I preventany'possibilityof feeding the train line attoo high a'pressure, whichmight cause releasel of V some, if not'all, of the brakes of the train.`

equalizing reservoir to chambery D ofthe brake valve and so tothe trainline through leaky gasketsin the brake valve. As a result, the pressurein the equalizing reservoir cannot diminish, 4through leakage of thebrake valve, after anypredetermined reduction hasbeen made, andthe'train line is fed! low. It willof course be clear that if thepressure in the train line is not maintained as 'high as'it should be,the ybrake pressure will be unduly increased, necessitating the makingof a release at an undesired time which, as Vwill be A still furtherobject of my invention consists invso constructing and applying myauxiliary valve fortrapping equalizing reservoir pressure, that it willbe automatically opened and closed by the movement of the khandlefof thebrake valve in order that it may v properly cooperate therewith.

In'this connection, a still further Object appreciated, is avery seof myinvention consists in providing a balf anced: valve for cutting olfcommunication between the brake valve and equalizing reservoir in ordernot to unduly increase the forcerequired to operate it and consequently"to operate the brake valve and also in A'order With present Vday airbrake systems, there is sometimes a leakage of air from'cliamber D ofthe brake valve to the train line, dueto leaky gaskets, with the resultvthatchamber D andA` consequently, the equalizing reservoir, ispartially vented. Inasmuch as the pressure in cliamberD Controls theventing of the train line, it will be clear that if this leakageis-suflicient, an undesired venting of ,the trainv line and furtherapplication ofthe v ing means for feeding a slight quantity of air tochamber D of the brake valvewhen the latter is kin running serviceposition to prevent any possibility of undesired :venting of the trainline, due to leakage from chamber D. l

is will be appreciated, however', this feeding of air to chamber D,immediately after movement -of the brake valve `from service to ruimingservice position, would tendto hasten the closing of the` valvecontrolling the venting of the train line and would, therefore, resultin venting less pressure j from thetrain line than was desired and insecuring a lower braking pressure than intended. y

For this reason, a still further object of my invention consists Linproviding the brake valve with a new position which, for the sake ofconvenience, I term the momentary train line exhaust position,A thisposition'beingintermediate the service and yrunning service positions ofthe brake valve.

ln this new momentary train line exhaust position of the brake valve,there is no feeding of air to chamber D and the brake valve iscustomarily turned to this position and kept there until the valvecontrolling the venting of the train line has either closed or nearlyclosed, this being readily determined by the engineer, due to thedifference in sound ofthe escaping air from the train line.

A still further object of my invention is to so construct the handle ofthe brake valve that it may be employed to control the valve fortrapping equalizingreservoir air to open and close this valve at theproper time, and in providing suoli handle with a manually operablecatch which may be locked in `either retracted or extended position andwhich, in extended position, will prevent'moveinent of the brake valvehandle to lap, normal. release or release and holding positions, whilepermitting` it to move to running service, momentary tiain line exhaust,service and quick service positions.

` By this means, l accomplish a still further object, namely, theprovision of a brake valve'particularly adapted for use in doubleheading as the brake valve upon a following engine may be locked in sucha manner that it will normally be in ruiming service position, therebygiving the engineer kof `the frontengine entire control of theinstallation'of vthe second engine and still permit the engineer of thesecond engine to apply the brakes, dif necessary.

l `W ith these and other objects in view, my invention will be morefully described, illustrated in the accompanying drawings, and thenspecically pointed out in the claims which vare attached to and foiin apait of this application. i

In the drawings:

y Figure l is a central, verticalsectional view taken Vtl'irough myimproved brake valve and Vvalve for trapping equalizing reservoirpressure, the brake valve being shown in running service position as itwould be employed in connection with a single engine or in connectionwith the head ,l engine of a number of engines;

f vFig. 2 is a fragmentary top plan view of the mechanism shown in Fig.l, the positionof the brake valve being the same,

Fig@I is a view corresponding to Fig. 2, but illustrating .the valve fortrapping the equalizing reservoir pressure, in section, and the catch ofthey brake valve handle extended as it would. be upon a second or thirdVengine in a trainr when double heading;

Fig. 4 is a diagrammatic view of the brake valve and various alliedmechanism, such as the feed valves, illustrating their operation inyrelease and holding position of the brake valve;

F ig. 5 is a similar view, showing the position of the variousmechanisms in running service position of the brake valve;

Fig. ,6 is a sectional, diagrammatic view of the brake valve at normalreleasepposition;

Fig. 7is a similar' view, showing the valve in the new momentary trainline exhaust position 5,

Fig, S is alike view, showing the ruiming service position of the valveand illustrating the feed of air to chamber D during-such position ofthe valve.

Corresponding and like parts are referred to in :the followingdescription and indicated in all the views of the drawings by the samereference characters.

llO

position of the brake valve..

In order .to insure a clear, accurate and complete understanding of myvalve for trapping equalizing reservoir pressure,.infA

dependent of the ordinary brake valve, I have illustrated it inconnection` with a brake valve of the type more fully disclosed anddescribed in' a copending application led by meMay 28, 1914, Serial No.841,657, and with certain teedlvalves also fully de# scribed andillustrated iii the above Ife-y feired to application; However, in thepresent case, the brake valvehas been somewhat changed, as will be laterspeciicall-y pointed out, to'permit the maintaining of pressure in thechamber I) during .ruiming service carries a plunger valve 22 which isalso guided in its movement by the cage and which controls venting oftrain lineair from the lower chamber v23 through the outlet passage 24"to the atmosphere, this yvalve being normally held in closed position:by aA spring 25 and the airfpressurein the chamber above the diaphragm,fwhich chamber is commonly Aknown kas the chamber D and is so indicatedinthe drawings. A passage 26 leads vfrom chamber Dy through the lowerportion` 11 of the Yvalve casing and inthe form of mybrake valve illus-Vtratedxin thel copending yapplication above referred to, a pipeestablishes communication between this passage and' the equalizingreservoir. i 1 y A In the present instance, however, a sepa# rate andindependent` valveY is interposed between the passage 26 and thepipelead-L ing to the equalizing K' reservoir. Asl best shown in Figs 1 to3'of the drawings,"this valve includes a casing 27 having an `extendedportion 28 intermediateits' length. That'iace ofthe brakeivalvecasinggrdiametrically oppositethe" brake handle 17, when the latter isin ruiming service wposition, is cut-away to provide a lplane lsurfacedface 29 about the-passage 26 and a secondplane surfaced face 30vadjacentV the upper end of the brake valve kcasing and in verticalalinement with'the face-29.k The extended. portion 28 of theequalizingreserl voir pressure trapping valve 27 is flanged, as shownat3l and l32 to bear against-the The space below the rotary valve.

faces 29 and`30 of the brake valve, 'respecfr tively, and the valveycasing27is secured to the brake valve casing'by bolts33 or othersuitable means. This extended portion28 of Athecasing- 27 is providedwith: a Y i duct or passage 34y whichestablishes com-y municationbetween the.-passage 26 ofthe brake valve Vcasing and the4 interiorfofkthe valve casing proper 27. y

VIhisvalve casing 27 is closed aty itsxends @i by bonnets 35 vand-36 andinteriorlyis di vided into chambers '37, 38,k 39 and '4Q-,by diaphragms41,;42and 43. The fchamber 38, between thediaphragms41;ia1id 42, .is

further divided by a vseptum or spider 44 i having equalizing, passagesy45 anda valve seat 46 for a valve 47 which extends through and issecured to all of the` diaphragms,be

ing. normally heldin closedfpositionby'a light Vspring 48 located inthechamber 37; .1

This valve47 is provided with a stem 49 which projectsV through-theboniiet36.- and extends in alinement with the'brake valve handle 17 whenthe latterl is in running service position.A The passage y34 communiiand -43 may be exposed tol atmospheric prese.

sure. '.Air or other-luid'may pass from thefchainber V38 tothe chamber390i' .from

the chamber 39 tof'the chamber -38 by kmeans of `radial passages k52`formed in thevalve in such a manner asto be closedwhen the f valve isvseated andcommunicating with a longitudinal passage 53 also formed inthe valve and in turn communicating with ra'-y dial passages 54 formedinthe valve .or stem portion thereof vandKoommunicatiiig with the schamber 39. ,i

Inasmuchv as the. details of construction ci' the above describedvalve47are` fully set Lfoi-thin a. copending application tiled by me May1st,-19 15, and bearing the Serial No. 25273, any further extended'explana tion of such construction in this case is believed to be.unnecessary. However, Ait should be noted that, with the exception oithe spring48, theV valve is balanced and that any differences inypressures in the chambers 38 and 439 will have absolutely no tendencyto either open or'close the valve. For this reason,.onlyfsuch` force'isrequired toopen the valve as isv necessary to vsuliciently compress therelatively lightspring 48V and not suchA force aswould bel necessary toovercome pressure in the chamber SSL In order 'sito provide means .forvv,opening and permitting the closing of this valve 47, at-the propertime, dependent upon the position`^ of the rotary valve 15 of the brakevalve, `I' provide the brake valve handle 17 with an extension 5 5terminating just short ofthe freeend of the valve stem 49 whenthe'valv'e 47 is closed. This extensionvis provided at either side witharcuate cam portions 56 and 57 so arranged that when the brake valve isturned to service position,a cam face 58 will engage the valve stem 49toopen the valve 47 and further so arranged that when the brake valve isturned to either normal' release or release and holding' position, thecam face 59 will open the valve 47, the valve 47 at all other timesremainin'gk closed.

For a purpose which will be later explained,thefr`ee end of the extendedportion'55 of the handle 17 is provided with a socket 60, the upper wallof which is provided with a longitudinal slot 61 and the lower wall withspaced openings 62 and 63. A latch or bolt 64 is reciprocally mountedinthis socket and is So proportioned that in one position its free endis flush with the free end of the extension 55, while in anotherposition it projects beyondr the extension 55 to overlap the valve stem49. As shown in Figs. 2 and 3, that end of the latch projecting beyondthe extension 55 of the valve handle, is cut-away to provide a lockingfinger 65 which,vwhen the valve handle is 'in running service position,engages one side of thevalve stem 49 to prevent turning movement of thevalve handle to either lap, normal'release or release and holdingpositions. At the same time, the valve handle may be readily turned toquick service, to service position or to a new position, indicated atG6, the use offwhich will be later explained. As a means for manuallyoperating the' latch 64 and for locking itin'either of, its twopositions, I provide a recess 67 iny the lower faceof the latch and avpin 68 is passed through the slot 61, through an opening formed in thelatch and into they recess or socket 67, this pin being free forreciproca.- tory movement. At its end, this pin carries aheadv 69 whichis capable of seating in either of the openings'GQ and 63 and downwardmovement of the pin is limited by a knob 70 which also serves as a meansfor manually raising the pin against the pressure of a spring 71 seatedin the recess or socket 67 and engaging against the head 69.

I will now-'explain in more detail such of the brake valve constructionas is necessary to an understanding of the use and operation of theabove described valve for trapping equalizing reservoir pressure, de-yscribing only suclrportsand passages of the brake valve as are in use inthe positions of the brake valve when the equalizingreservoir trappingvalve' is in use, that is, in the release and holding, normal release,running service and new position of the brake'valve which I term thermomentary train line exhaust position.

In the release and holding position of the brakevalve, the cam face 59engages the valve stem'49 to open the equalizing reservoir air` trappingvalve 47. Under these conditions, air passes from the main reservoir 7 2through a pipe 73 to a manually adjustable feed valve A and from thisfeed valve through a pipe 74 to ay passage 75 communicating with achamber 76 above the rotary valvel. From this chamber the air passesthrough a passage or port 77 t formed completely through the rotaryvalve 15 into the cavity 78 of the valve seat and so to the cavity 79 ofthe valve. From the cavity 79, a part of the air passes by the port80'and passage 81 to chamber I) of the brake valve, so by the passage 34to the equalizing reservoir air trapping valve 47, through such valveand by way of the pipe 82 to the equalizing reservoir 83. Air also flowsfrom the cavity 79 through the passage 84 to the chamber 23 and trainline 85. In addition to the above feed ofair, air flows from theautomatic feed valve B through the pipe 86 to the passage 87 in therotary valve seat and from this passage to the cavity 88 in the rotaryvalve and so to the passage y89 which communicates with chamber D andfrom this chamber to the passage 34, the valve'47 and the pipe 82 to theequalizing reservoir 83.

In the normal release 'position of the brake valve, the feed of airtothe train line' from the cavity 79 is thesame as that above describedand the feed vof air from the cavity 79 to the equalizing reservoir isalso the same, with the exception that, due to the turning of therotary' valve, the air now passes through the'port 90 of the valveinstead of the port 80. Furthermore, the passage y89 in normal releaseposition of the brake valve is lapped and there is no feed of air fromthe automatic feed valve to the equalizing reservoir.

, In running service position of the brake valve, air passes from theautomatic feed valve through the pipe 86 to the port 87 of the valveseat and so to the cavity 88 of the valve which now covers boththe port87 and a port 91 which, by way of a passage 92, leadsv to the passage 84and so to the i line exhaustposition of my improved brake valve, anyfurther eXplanat'ion'fof; them; is believedl to be unnecessary. t As,bestV shown in Fig.V l of thel drawings,- kthe cavity 88 formedintheloweiv'face oftherotary valve is formed with an yextensionlorpassage93 which,at one end, is chokedvto provide a small leakage passageVropening; into aiport 94E in the lower faceiof the rotary valve, and

adapted, in running service position ofi ythe valve, to registerwith theport 80`iand,con sequently, to communicate th e fp`as'sage 81 leading tochamber D Vofthe brake valve. It will, therefore, be clear thatinrunning service position, a small quantity of air will be continuouslyfed from theautomatic'feed valve through the port87cav ity 88, passageS53 and passage 81 to chamberD to maintain any pressure therein, in

yspite 'of possible leakage, .and thereforek to prevent'an undesiredlopening of the valve 22 and consequent venting of the train `rlinepressure. Reference to Fig. 7 of the drawings,jwhich indicates themomentary train line exhaust' position of myv brake valve,

shows that in this position, which is intermediate the serviceandrunning service positions ofthe brake valve,-the ports k80 and '94Care blanked, for which reason there is no How ofVa-ir from thecavity 88r`to thechamber D of ,the brake valve, although there" may be slightcommunication through such cavity between the feed valve Band thetrainline. l l l n Before `explaining vthe operation ofk mypresentinventiom attentionqis` directed to Figs. t and 5 in which itwillbe seen that a pipe 95 Aestablishescommunication 4between `4the trainyline 85 and a controlling chamber in the 'manually i adjustable lleedvalve A and lthat a pipe96 establishes communication between the pipe82', whichestablishes communication between the equalizing reservoirVand chamber D lofthe brake valve, anda controlling fchamber of theautomatic feed valve B. yThese feed valves A and B are described;indetail andtheir 4voperationis fully explained in my c opendingapplication, `several times ,referredto and forfthis reason I do notdeem it necessary to giveany detailed explanation either voit theirconstruction or operation lin the present case. Howevenl Wish to'callattention to the fact that the feed valve VA is so vadjusted that ineither release or release /andf holding, positions Vof the `brake valve,it ,is lcapable of feedingk air from the main reservoir 72 through vthepipe174l "tothe 'brake'l valvel and so to the train line ,and

equalizing reservoir, in the .usuallmanneig lat. thenormal train linepressure and of automatically cuttingL ofi such flowfofmair assoonaspressure in the train line reaches the normal train linepressure,Furtherf more, it `is-fof such a. type .that viniunningservice' position of the brake valve, itis capable `of feeding air fromtheymainA reser'i- 'vcirtothe automatic feedV valveB atwhat-` e ever.pressure the airk in the main lreservoir maybe; Furthe`ritfshould benotedthat kvthe` automatic feed 'valve B, being` controlledby'thepressure in the equalizing"reservoir,y

is, in running service'position of the brake i'alve,y capable offeedingr air'supplied-tofit l by thefmanually adjustableffeedy valve tothe brake valve through the pipe 86 fand .so to ,the tra-in line tomaintain the pressure inthe trai'` -lineequal tof the pressurefinftheiequalizirig:v reservoir.

1 `yAfpipev 97, having a cut-oft vaIveQS,

any Suitable type,- leads from the pipe 82 Aat a'point between the valve47 and feed valve ;B.toa double headingivalve, notl shown,as

ythe subject matter of. alseparate applicatiom this doubleyheadingvalve, when so connected,v assuming that thelvalve, 98'is open,`permitting"the-, engineer upon a: kfront locomotive, yuponfw-,vhich thevalve,k 98y is ervoir, andy allied mechanism of 1the i lfollow',-y `ingengine in the trainifythe brakevalveof thefollowing engine is inrunning'service position.,y Thisis merely vmentionediin this case, inorder'to explain the adv/antage]'ofg` providing the handle of the brakevalveA with a Vlatch which will lock such handleof the brake valve`againstAv movement from' running Y service positiony toward releaseypositions and `vstill permitits movement kto, l 'Y quick service,service and' momentary vtrain line exhaust positions.

In describing. the operation opening the-valve; 47 through y .engagementof the cam :tace 58 with the valve ,stem 49 l l ofrpresent l @inventionI will assume thatthe lbrake valve has been `turned to Y service;position, thereby y tovent air fromstheequalizingreservoir 83 andchamber'D tothe atmosphere, in the been Vreduced the desired amount',suchk as, for instance, live pounds.` (With `ordinary brake valveconstructions, when this ,reducvusual manner until the pressure in the5,

equalizing reservoir rand ,chamber VD has iis ever, the brake valve,instead ofbeing turned i to q running service position, isrstturned v tomomentary train line exhaust position,

indicated in Fig. A2j of the drawings yand AeillustrateddiagrammaticallyincFig. 7.- lUnthese` circumstances, 4`there isv` norfeed position.

either to the train line or -kequalizing reservoir or chamber D of thebrake valve'as the'. air pressure in the chamber 76 abovevthe rotaryvalve istrapped. |The manually adjustable feed valve A therefore merelyfeeds v air from the main reservoir, at main reservoir pressure, to theautomatic feed valve 'B which, being now controlled by the pressure inthe equalizing reservoir, is only capable of feeding air to the brakevalve and i any air pressure vfed by the automatic feed` valve B. Atthis time there i`s nofeeding of airto chamberjD ofthe brake valve asthe k,port 94 ofthe rotary valve is not in communication"with thev port'8l of the rotary valve seat, For this reason, air'will be vented from`the chamber 23 and, Consequently, from the itrain line until the`pressure inthe chamber 23 is lowered to equalthe pressure rin chamberD, that is,

ythe reduced pressure inthe equalizingreseir voir 83, when the valve 22will close.

"At thetime the valve'22 vcloses or Ijust before it is closing, suchtime being readily determined by the engineer through the sound of'airescaping through the passage 2.4, the brake valve is turned to ruimingserviceposition. lt should be noted that movement of the brake valve tomomentary train line exhaust position releases the valve `'47'andperinits the spring 48 to close it and that the valve 47remains'closedevenwhen the brake valve is movedgtorunning service i IInvrunning service position ofthebrake kvalve, the automatic feed valveB supplies air to the train line to maintain thetrain `line pressure thesame as the reduced pressure in the equalizing reservoir, this feedingo-f air, through the brake valve, being through the passage 87, thecavity 88 and the passage 92 tothe chamber 23 and so to the train line.'At this-saine time, a'small quantity of air, due to the reduced sizeofthe port 94, isfed from the cavity 88 through the passage 93, port 94and passage' 81 to chamber Dy of the brake valve. ABy this means, thepressure -in chamber D ofthe brake valveis kept up to4 orpossiblysomewhat higher than the pressure in theequalizing reservoir, eventhoughthere is leak of kair from the chamber D, due to leaky gaskets.'By this means,`l avoid any possibility, of pressure in chamber Dfalling below the reduced train line pressure which would result in arenewedopening 'of the valve 22 and an undesired further reductionbrakes.

ofi-,train line pressure which 'would givein creased brake applicationand which would also increase the length oftime' and quantity of airneeded to recharge the "train line to' obtain release of the brakes.This feedingV ofL airto chamber D, in runningservice positionof thebrake valve, becauseof the provision of-the valve for trappingequalizing reservoir pressurey independent of the brake valve, vnot onlyprevents building up ofpressure in the equalizing reservoir, due to aleaky rotary valve and, consequently, inlthe train line which wouldrelease the brakes, but also prevents excessive building up vof pressurein chamber D for as soon asfsuch pressure exceedsfth'e train/linepressure` it backs up into the cavity 88 and so to the train line tomaintain pressure therein.

Indouble heading, thecut-ofl valve 98 of the equipment of the forwardengine is kept closed, as is rthe case when the train is operated Aby `asingle engine, `andthe cut-off valve 9S of the following engineerengines is opened,the brake valve, upon the follow- 'ing 'engine' orengines, beingturned` to run- 'ning service ,position Iand lockedagainst movement to lap, normal release or release and lholdingpositions'by manually moving the Vlatch 64 to its extended position yandlocking it in such position bymeansof'the pin 68,.this latch in allother cases being held inretrac'ted position. rl"his setting of thebrake valve and cut-olf valve k98, to-

gether with the double heading valve, not

shown, gives the engineer of the leading en gine control ofthe mainreservoir and feed valvesv ofthe following engine or rengines andr still"permits ythe engineer of the folloi'ving engine to manipulate his brakeAvalve `rto apply the brakes iffhe deems it necessary,

althoughhe can not afterward release the The latch G4 is important asthe engineer, .when the latch is extended, cannotmove the. brakeyvalve/to lap, normal release or release and'liolding ,positions withoutvfirst. releasing the latch. He cannot,

therefore, releazsevthebrakes upon the train without first performing adeliberate and unusual operation and accidental releasing of |the brakesby ,an engineer upon a fol-' lowing engine is, therefore, prevented.Furthermore, it `should* `be noted that the latch 64, when locked ,inextended position,

locks the valve 4'7`in open position. ,Under these circumstances, itwill Ybepapparent that in double'headingboth the pressure chamber of the'feed valve B, the equalizing reservoir and chamber D of the brake valvewill 'be' subject to whatever pressure is beingfed Lto the trainline,this pressure, as is pointed out rin my application covering ,adouble headingvalve, being main reservoiry pressure. It is vthereforepossible to feedthis high pressure to the train line without any dangerof the suddenbuilding up of train line pressure opening the valve 22 asthe pressure in chamb'erD will holdthis valve iirmly to its seat.

From the foregoing description, it Willbe apparent that I accomplish anumberfof highly desirable objects by the provision of a valve Vforvtapping the pressurek 1n the equalizing reservoir independently ofthebrake valve. Although this valve for trappingVV the equalizing reservoirpressure need not' necessarily be of the balanced valve type, suchconstruction is much preferred as the valve i isr sure not to operate,:due to possible yso changes in pressure' between the chamber D of thebrake valve and .the equallzing Areservoir and further due to the factthat it permits the controlling of the valve by the movement of thehandle Vof the brake valve,

without unduly increasing the force -re quired to manipulate thebralevalve.

Furthermore, the provision of this added valve,`particularly if it is ofthe balanced type, permits the maintaining, or even building up, ofpressure in chamber D of the brake valve when the'latter is in runningservice position. This maintaining Vof pres'- sure in chamber D isimportant as leakage from `chamber D, even though this chamber did notcommunicate, in running servicev p position of the'brake valve, with theequalkso izing reservoir, might cause an` undesired venting of the trainline and consequent additional applicationof the brakes. "Atthesame'time, in order to render this maintaining of pressure in chamber Dfully practical, l provide the new momentary train line exhaust positionof the brake valve,

during which position no air is'fed tocham# ber D, thereby preventingany possibilityy of venting less pressure from the train lline thandesired at any given reduction of the equalizing reservoir, Withresultant'lower braking pressure.

Having thusdescr'ibed the invention, what `is claimed as new is: f

l. ln fluid pressure brake systems, the combination with `afbrake valvehaving a. pressure chamber controlling venting of the train line andan'equalizing reservoir, communicating with such chamber, of meanslother than the brake valve for yautomatically ftrappling the pressurein the equalizmg reservoir in certain positions of the brake valve. v lnHuid pressure7 brakesystems, the

p combination with a brake Vvalve. having a pressure chamber controllingventing of the train lineA andan equalizing reservoir communicating withsuch chamber, of means other than the brake 'valve for automaticallytrapping the pressure in the equalizing reservoir in certain positionsofthe brake valve, said means'v also preventing passage ot 'fluid from thepressure chambertothe equalizing reservoir4v in'thesame `rpositions ofthe' valve.

h3. In fluid pressure j10i-ke .Systemsytlh Combination with a brakeyvalve havinga pressure chamber controlling l 'venting Op the trainVlinel and an equalizing'*reservoir comi y municating with suchchamber', of means other thanfthe brake valve Yfor trapping ythepressure in ythe equ'alizing reservoir'in cerf tain positionsof thebrake valve, said means being automatically controlled by thebrake '4.YIn fluid combination with an equalizingreservoir and a brake valveadapted, in: a certain'p'osi-l tion, to vent Huid from the equ'alizingyreservoir to the atmosphere, of meansotherthan the brakeivalve adaptedin 4certainpositions of the'brakev valve to automaticallytrap thethrough which -fcornmunication' between thevequaliz'i'ng'reservoir"andbrale valve isV espressure brake systems, the

tablished a'daptedto trap Huidin the equalizing` reservoir in a certain'positionofthe brake valve, and ymeans Toperable byfmove- 'ment' 'of 'thebrake valve handle :for autor 'matically opening andclosin'gsuchtrapping valve.

lles

'f 7 yfiluid "pressure brakek systems, the

combination with," an etpualizingl reservoir iand abralre valveadapted,' in a certain position, to vent vfluid from` theequalizing'reservoir to the atmosphere, of advalve'through which communicationybetween `the' equalizing reservoir and brake X'Ialvefisestablishedadapted to trap r`fluid in the equalizingv reservoir incertain'positio'nf of the fb'rake valve,vmeans operable by movement ofthe brake valve handle forautomaticajlly opening and! closingsuchtrapping valv`e`,'and a lock mechanism co'a'cti'n'g with suchy trappingvalve `and brake. valve handle/adapted ,in

one position to prevent turningmovement ofthe brakey valve handle Jfromlrunning, service position towardrelease position;

k8. In 1liuidvpressurebrake systems, the combinationwlth an equalizmgreservoir ,andr a brake valve adapted, inacevr'tain position, to vent`)fluidfrom Vthe equalizingres-y ervoir tothe atmosphere, Lofa valve.through*w which communication between the vequalizing reservoir andbrake valve is established adapted to .trap fluid in the equalizingreservoir in a certain position of the brake valve, means operable bymovement of the brake valve handle `for automatically opening landclosingsuch,trapping valve, and a lock mechanism co-acting with suchtrappingvalve and brake valve handle adapted in one position to preventturning movement ofthe brake valve handle 4from running service positiontoward release position, said locking means howevernot preventingmovement of the brake valve handle toward service position.

9. In fluid pressure brake systems, the combination with ank equalizingreservoir and a bi'ake valve having a pressure chamber communicatingVwith the equalizing reservoir and controlling venting of the train lineand adapted,inone position of the valve, to be opened to the atmosphereand in another position of the brake valve to be shut olf from theatmosphere, of means operable in the latter position of the .brake valvefor automatically shutting offY communication between the chamber andreservoir.

l0. In Huid pressure systems, the lcombination with an equalizingreservoir and a brake valve having a pressure chamber communicating Withtheequalizing reservoir and controlling venting of the train line andadapted, in one positionzof the valve, to Vbe opened to the atmosphereandin another position of the brake valve to be shut off from theatmosphere, of means operable in the latter position of the brake valvelfor `automatically shutting off' communication betiveen the chamber andreservoir `Aand meansfor maintaining pressure inthe chambertocompensatefor possible leakage therefrom. 4. fr

11. In fluidpressure brake systems, the combinationivith a mainreservoir, a train line, a brake Vvalve adapted to vent .fluid fromthetrain line in service position and to feed fluid from the reservoirtothe train line in running service position, and a feed .valve having Vapressure chamber adapted to be vented by the brake valve to the sameextent as the train line and controlling feed of fluid from thereservoir through the brake zvalvetomaintain the `reduced train 55 ,linepressure, of means for preventing leak- '7.12. In fluid ypressure brakesystems, the

combinationwith a main reservoir, a train line, a brake valve adaptedto.y vent fluid from the train line in service positiony and tolfeedfluidt from the.4 reservoir tothe train linein running service-position,and a feed valve having a pressure chamber 'adapted tok be vented bythey brake valve to the saine extent as the trainline and controllingfeed of fluid from the reservoir through the brake valve to maintain thereduced train line pressure, of a cut off valve preventing leakage'offluid fromv the brake valve to the pressure cliainb`er `aiid thereforepreventing over-feeding of the train line through increase of pressurein such chamber.

e 13. In fluid pressure brake systems, the combination.ivitlifa mainreservoir, a. train line, ya brake valve adapted to vent fluid from the.train line inservice position and to feed fluid from the reservoir tothe train line in running. service position, land a feed valve havinguapressure chamber radapted to be vented by the brake valve to the saineextent as' the train .line and controlling feed of fluidfionitlief,reservoir through the brake v,valve to maintain the reducedtrain line pressure, of aout off valve preventing leakage of fluidfrom-the brake valve to the pres'- sure chamber and therefore preventingoverfeeding/of the train .line through increase of pressureinsuchchainber, said valve being lopened by movement ofthe brake valve to`feed' fluid from the reservoir to the train linein running serviceposition, an requaliz- Aing reservo: yadapted to be vented by the brakevalve to the same extent as the train line, means controlled by pressurein the equalizing reservoir for controlling the feeding offfluidfrcm themain lreservoir through the brake valveto maintain the reduced pressuretherein, yof means for preventing esioo cape of fluid .fromtheequalizing reservoir through the brake valve Whenfthe latter isinrunning` service position.

line, a brake valve `adapted to vent fluid from the train line` inservice position and to vfeed fluid from the reservoir to the train linein running service'y position, an equalizing reservoir adapted to bevented by the brake valveto the saine extent as the train line, meanscontrolled by pressure in the equalizing reservoir for controlling thefeed- 4ing of fluid from the main reservoir through the, brake valve tomaintain the reduced pressureztherein, of means Afor preventing passageof air from the brake valve to the equalizingreservoir when the brakevalve is in ruiming service position.

,116..In v,fluid pressure brake systems, the combination with a mainreservoir, a train line, brake valveadaprted to vent fluid from thetrain linein service position and to 15. In fluid pressurebrake systems,the combination with a mainreservoir, a train sage of fluid from theequalizing reservoir to the brake valve or from the brake valve to theequalizing reservoir when the brake valve is in running service positionalthough permitting passage of fluid from the brake valve to theequalizing reservoir when the brake valve is in release positionand'permitting'passage of fluid from the equalizing reservoir to theatmosphere when the brake valve is in service position.

17. In fluid pressure brake systems, thev combination with a mainreservoir, a train line,vand a brake valve adapted to feed air to thetrain line when in running service position to maintain the reducedpressure in the train line, of means other than the brake valve toinsure such feeding of air to the train line, irrespective of brakevalve leakage. l

18. In a fluid pressure brake system, Vthe combination with a brakevalve having a pressure chamber controlling venting of the train lineand adapted to be vented in proportion to the venting of the train line,of means for maintainingthe pressure in the chamber after such ventingto prevent addi'- tional venting of the train line.

19. In-a fluid pressure brake system, the combination with a mainreservoir, a train line, a brake valve adapted' in service position tovent the train line to the atmosphere and in running service position tomaintain the reduced pressure in the train line, an equalizing reservoirand a feed valve having a pressure chamber controlling feed of airthrough the feed valve, the equalizing reservoir and vpressure chambercommunicating with a pressure chamber in the brake valve controllingventing of the train line, such lpressure chambers and equalizingreservoir being vented in proportion to the train line, of means forpreventing passage of fluid from the pressure chamber -of the brakevalve to the equalizing reservoir and presf sure chamber of the feedvalve and from thev pressure chamber of the feed valve and equalizingreservoir tothe pressure chamber of the brake valve when the brake valveis in running service position, and means for maintaining kthe reducedpressure in the chamber of the brake valve while the brake valve is insuch position.

r20. In a fluid pressure brake system, the combination with a trainline, a brake valve having a pressure chamber controlling venting of thetrain line in service pos1t1on of the chamber communicating with therpressure chamber of the brake valve, whereby the two chambers and trainline will be uniformlyg vented, Vthe .pressure ychamber ofthe feed valvecontrolling` feed of air throughy the brake valve tothe Vtrain line whenthefbrake valve is `in running service position, Vof

means for increasingpressure in the chamber of the brake valve when thebrake valve 1s 1n running service position to prevent additional ventingof the train line.

21. In a fluid pressure brake system, the

combination with a train line, a brake valve having a pressure chambercontrolling venting of the train line in service position of the valveand a Vfeed valve having a pressure chamber communicating with thepressure chamber of the brake valve, whereby the two chambers'and trainline will be uniformly vented, the pressure chamber of the feed valvecontrolling feed of air through the brake valve to the train line whenthe brake valve is in running servicel position, vof means forincreasing pressure in the chamlvalve and a feed valve having a pressuresok ber of the brake valve when the brake valve is in running serviceposition to prevent additional venting of the train line, and meansL forpreventing escape of air from the chamber of the brake valve kto thechamber of the feed valve when the brake valve is in running serviceposition.

22. In a fluid pressure brake system, ther combination with a brakevalve having a pressure chamber controlling venting of the train lineand an equalizing reservoir controlling feeding of fluid to the trainline, both the pressure chamber and equalizing reservoir being vented inproportion tothe venting of the train line, of means includ- Ving thebrake valve operating in one position of the brake valve to preventpassage of fluid between the pressure chamber `and equalizing reservoirand passage of fluid to the pressure chamber and operable in anotherposition of the brake valve to still prevent passage of fluid betweenthe pressure chamber andequalizing reservoir and supply fluid to thepressure chamber.

23. In fluid pressure brake systems, thev combination with an equalizingreservoir and a brake valve adapted, in a certain position, to ventfluid from the equalizingreservoir to the atmosphere, of a valve throughiso y f 24.5131 Huid pressure brake systems, the

combination with an, equalizng reservoir dnd' abrake Valve, of a valvetllough which communication lbetween the. equalizi'ng reserjyoir Vamdbrake vlyefis established Vadapted Copies of this patent Ymay beobtained foi' ve Ycents. leach, by addressing the C v Washington, 117C.

means manually operable, whereby this yvalve Galilee held in openposition with *the brake valve in ruiming seivicepostion.

In testimony whereof aiix my signature.

WiLLs o. WEBSTER. [14s.]

ommissioner of Patents,

